Capgemini-为什么在内燃机中燃烧氢气是减少二氧化碳排放的明智且经济的选择（英）-2023-11页.docx

WHY BURNING HYDROGEN IN INTERNAL COMBUSTION ENGINES IS A SMART AND AFFORDABLE OPTION FOR REDUCING CO2 EMISSIONS INTRODUCTION They are currently not appropriate for many larger commercial They are currently not appropriate for many larger commercial vehicles such as trucks, construction machinery, and agricultural vehicles – as well as long distance shipping and naval vessels – due to battery-specific challenges such as poor gravimetric energy density (ie generating enough energy would need too battery much weight), and the length of time it takes to recharge. Some are exploring hybrid electrical architecture, using hydrogen to power fuel cells, which generate electrical power, known as a Fuel Cell Electrical Vehicle (FCEV). Batteries also have limits in aviation. There is no reason they couldn’t be used for short distance ferries, light aircraft flying short to medium distances, and Electrical Vertical Take-Off and Landing vehicles (EVTOLs) – in fact a number of early- stage electric vehicles exist in these areas. However, the poor gravimetric energy density (MJ/kg) of current battery technology compared to other energy sources means electrification is not an appropriate solution for use in larger commercial aircraft, or ships that must remain at sea for long periods of time. It’s also likely some smaller aircraft could be FCEVs. Again, though, the poor volumetric energy density of hydrogen, even at liquid stage, means the technology couldn’t be used for anything larger. It’s also clear that new type of hybrid aircraft, smaller and slower than current models, which mixes electrical and thermal engines using SAF (Sustainable Aviation Fuel) offer a solution for short range flight1. the world’s CO2 emissions. Transportation sectors, such as automotive, shipping and aerospace, are under increasing pressure to decarbonise, not only to address society’s expectations, but also to m